Sled



Oct. 23, 1951 Filed March '7, 1947 C. W. SUNDBERG SLED 3 Sheets-Sheet l INVENTOR. CARLW Suuoaaae F7 TTORNEV Oct. 23, 1951 c. w. SUNDBERG SLED 3 Sheets-Sheet 2 Filed March '7, 1947 v, mm. w N R ED 0 K W s %4 W 3 3 Oct. 23, 1951 c. w. SUNDBERG SLED 3 Sheet's-Shet 3 Filed March '7, 1947 IVENTOR.

CARL W. SUNDBERG r9 TTOIPNEY Patented Oct. 23, 1951 UNITED STATES PATENT OFFICE SLED Carl W Sundberg, Birmingham, Mieh., assignor to Pratt Manufacturing Company, Goldwater, Mich., a copartnership 7 Application March 7, 1947, Serial No. 732,945

' 2 Claims. .(Cl. 280-422) The present invention relates to new and use.-

ful improvements in safety coasting sleds and.

construction by minimizing slidable couplings,-

and which assures ease of operation and responsiveness to the steering control as compared to the steering mechanism of. similar sled types;

(3) To provide a lightweight snow shield, integral with the steering mechanism, and adapted to protect the person riding on the sled from snow and ice spray; and r (4) To provide an improved sled knee construction which is cooperable with the steering mechanism to minimize steering effort and which affords lightweight structure particularly adapted to withstand the stress and abuse normally received by a childs toy.

Other objects of this invention will appear in the following description and appended claims. reference being had to the accompanying drawings forming a part of this specification wherein like reference characters designate corresponding parts in the several views.

In the drawings:

Fig. 1 is a plan view of a sled embodying the present invention.

Fig. 2 is essentially a side elevation of the sled shown in Fig. 1.

Fig. 3 is an enlarged vertical section through the forward knees and bench and taken in the direction of the arrows essentially along the line 33 of Fig. 2.

Fig. 4 is an enlarged fragmentary plan view showing a portion of the sled in Fig. 1 with the runner in a flexed position for steering to the left, the unflexed position being shown in phantom.

Fig. 5 is an enlarged fragmentary section taken in the direction of the-arrows essentially along the line 55 of Fig. 1, showing the linkage which connects the runners with the snow shield.

Fig. 6 is an enlarged fragmentary section through the steering bar, taken in the direction of the arrows essentially along the linefir-ei of Fig.1. M

Before. explaining the present invention in detail iti to be understood thatthe invention is not limited in its application to the details of construction and arrangement of parts illustrated in the. accompanying drawings, since the invention is capable of other embodimentsand of beingpracticed or carried out in various ways. Also it is to be understood that the phraseology' or terminology employed herein is for the pur-. pose of description and not of limitation.

A sled employing a particular embodiment :ofthe present invention is shown by way of B35: ample in the drawings.v wherein the .deck t0, which. may comprise a single broad back piece. if. desired, is comprisedof a plurality of. slats se.- cured in properrelationv to each other as a rigid. unit by the plurality of: screws. H to the trans: verse braces l2 and 13' and the transverse benches l4 and 15, Fig. l. The lateral upperportionsof thebenches. 1.4 and 15 are cut away to provideseats 16, Fig. .3, for .the pairv of side rails li which extendalong the sides of the deck It at substantially the same level therewith, essentially from the. forward knees to the rear.. ward knees which are indicated generally by the numerals i8 and ltrespeetively, Figs.x1 and 2.. The forward knees l8 are preferably sheet. metal stampings, each formed into arches .hav-* ing the two slotted footings 20 rigidly secured to r. the laterallyfiexible paired. runners 21 by the rivets 22. The crest of each arched knee ['8 is flattened. and extended inward to comprise the bench seat 23,. which. latter is *braced by the I; arched'inner edgesv 2A of .the knee 1.8. which ex? tend downwardly and outwardly toward thetwo footings fromthe innermost portion of, the

bench seat 23.. The particular type of arch. structure of the presentinvention readily lends." itself to reinforcement by acorrugated effect... which in the present instance shown by the. ribs 25 and 26 formed in the knee .l8 .andcx tending ineitherdirection essentially from the:

crest of the arch. to. the footings. 20, Fi 1 and 3.

Thus the knee may be constructed of relativel lightweight material and yet 'be sufficiently strong to withstand the normal abuse of coasting and sliding. Other reinforcin ...f01l,161=-1ib.;

structures may be utilized 1K0 Sa'tiSfy..pfir Gl; l%I

requirements.

Each. bench seat.23 provides the outer pivot- The porti n 29. of, thebench seat 23, between the pivothole I 21 and slot 28, is depressed from the adjacent bench I4, thereby providing a reinforcing rib to stiffen the sheet metal seat 23 and minimizing the area. of friction contact thereof with the bench [4. Thus the knee l8 may be pivotally secured to the bench [4, as by the rivet 30 in the pivot hole 21 for example. Pivotal movement of the knee l8 about the rivet 39 is limited by the rivet 3! which extends within the arcuate slot 28 and secures the inner portion of the seat 23 to the bench I4.

The pair of arched rear knees l9 are also preferably formed of sheet metal stampings similarly to the forward knees IB and are reinforced by the rib-corrugations 33 and 34. The slotted footings 35 of the knees l9 are secured to the runners 2| by the rivets 36. A bench seat 31 is formed by the flattened portion at the crest of each arched knee l9, the innermost portion thereof being braced by the arched inner edge 38 of the knee. l9 and being secured to the bench l by the rivet 39. A rivet 49 rigidly secures the outer portion of each bench seat 31 with the bench l5 and corresponding side rail II on opposite sides of the sled.

The forward portion of each side rail H is secured to its respective seat [6, as by a rivet 4|, which also extends through an elongated pivot opening 42 within the rearward end of the corresponding link 43, securing the rail l1, link 43, and bench 14 together, yet without binding the link 43 so tightly as to prevent slidable movement thereof to the extent permitted by its slotted pivot opening 42.

.Each runner 2| is looped at its rearward portion 44 to avoid sharp and dangerous projections. The forward portion of each runner 2! is curved upwardly to meet the corresponding forward portion of the link 43, the lateral portion of the bumper bar 45, and the forward portion of one of the two arms 46 at a common pivotal juncture, effected by a rivet 41 for example. The rearward ends of the two arms 46 are pivotally joined along the midline of the sled by the rivet 48, which also passes through and pivotally joins thesnow shield 49, the forward end of the steerilng lever 59, and the forward end of the under brace 5| at a common pivotal juncture. Both theunder brace 5| and steering lever 59 are rigidly secured to the snow shield 49 by the rivet 52, andare pivotally secured to the deck in by the rivet 53 at essentially the middle of the cross brace l2.

:As may be best seen in Fig. 2, the under brace 51 bends upward, from its pivotal attachment with the underside of the cross brace I2, toward its attachment at the under side of the snow shield 49 by the rivet 52, being spaced from the snow shield 49 by the washer 54 so as to clear the downward and inturned flange 55 around the periphery of the snow shield 49. From the rivet 52, the under brace 54 bends upward again toits pivotal attachment at the rivet 48 on the underside of the snow shield 49. Referring to Fig. 5, each of the two arms 46 extends upward and rearward from its pivotal attachment at one of the rivets 41 toward the rivet 48.

The snow shield 49 may be suitably formed as ashect metal stamping or as a casting of a lightweight metal, such as an aluminum allow for example. By suitably forming reinforcing ribs within the snow shield 49, as for example the raised central rib 56, the two raised half cylindrical handle supporting portions 51, and the downward and inturned edge flange 55, the shield 49 4 may be constructed of relatively lightweight material without sacrificing the required rigidity or stiffness. The snow shield 49 overlies the arms 46 in an essentially horizontal plane surface at the level of the deck I9-and covers the forward portion of the sled to protect the rider from particles of snow and ice spray which are thrown upward by the runners 2| during coasting.

Both the rearward edge 58 of the shield 49 and the adjacent forward edge 59 of the deck ID are arcuate about the pivot center 53, permitting pivoting of the shield 49 about the forward portion 59 of the deck l9 without materially affecting the spacing between the adjacent edges 59 and 59. The raised half cylindrical handle supporting portions 51 are formed integral with the shield 49 and provide reinforcements to which the tubular handle bars 69 are secured, as by welding, on the under side of the shield 49. Thus the structure readily lends itself to a decorative streamlined design, and the handle bars 69 may be conveniently disposed angularly to the longitudinal sled axis without breaking the smooth contours of the upper surface of the shield 49. The ends of the handle bars 60 are enclosed by the handle grips 6|, preferably comprised of low thermal conductive plastic, or rubber-like material.

It is apparent that the particular embodiment of the present invention may be modified by those skilled in the art withoutmaterially departing from the spirit of my invention. For example, the arcuate bumper bar.,45 may assume other forms or may be elimintaed entirely. Upon elimination of the bumper bar 45, its function may be supplanted by the shield 49, which latter in that case may be supported by a pivotal attachment with the forward portions of the runners 2! by the rivets 41, as well as by the pivotal attachment at 48 with the steering lever 59. Such an arrangement would eliminate the rivet 52, the shield 49 being then movable laterally with the runners 2!, but not pivotally about the rivet 53. To accommodate such lateral movement of the shield v49, the adjacent arcuate surfaces 58 and 59 would necessarily be modified and could be straight edges essentially transverse to the longitudinal axis of the sled, for example. Steering of the sled may then be effected by securing the steering handle bars 69 directly to the steering lever 59 as in conventional practice.

Similarly, other means of supporting the shield 49 at the front of the sled may be provided, but the embodiment shown in the drawings and which incorporates the shield 49- as an integral feature of the steering mechanism, is preferred as a simplified, economical and attractive construction, providing both safety and ease of operation for the rider.

In operation, it is readily observed that torque applied to the handle grips 6| is directed through the shield 49 so as to move the rivet 48 throughan are about the pivot axis provided by the rivet the handles 60, enabling the rider to pull and push on the grips 6| along their longitudinal axes and to direct his force from the relatively powerful shoulder muscles rather than from the biceps. The entire component of the force along the handle grips 6| will necessarily be available to pivot the snow shield 49 about its pivot 53.

The effective steering leverage provided by the structure shown, and its adaptation to the normal position of the body and arms of the rider during coasting so as to permit steering witha minimum of effort, is particularly noticeable in comparison with the steering of similar sleds utilizing a transverse steering bar, which as customarily employed extends across the sled and is rigidly secured to the steering lever 50. In such a case, pushing on one end of the transverse steering bar and pulling on the other end thereof develop a torque about the rigid connection between the transverse steering bar and the pivoted steering lever 50, with the result that a wobbly or broken connection exists after a short interval of normal use. Furthermore, the component of torque thus applied, which is available for pivoting the steering lever about the pivot axis corresponding to 53, is approximately only about three-quarters of the torque initially applied to the conventional transverse steering bar.

The tendency in steering with a transverse steering bar is to push or pull essentially perpendicularly to the ends thereof, utilizing the arm muscles, primarily the biceps, in flexing the elbows, but not employing the full power of the shoulders. Accordingly, by the construction shown in the present invention, not only is the applied steering torque most efiectively utilized, but the steering is facilitated by disposing the steering arms 60 to conform to the customary body position assumed by the rider during coastm As the runners 2| are flexed in steering, the links 43 slide and pivot relative to the rivets 4|, permitting the runners 2| to sweep through arcs in parallelism with each other about their fixed attachments to the rear knees I9. By virtue of the slotted pivot holes 42, effort is not required to flex the links 43, which will automatically slidably adjust themselves in steering. It is apparent that slots may also be provided for the holes of the forward pivots 41 where such is required.

Torque which would otherwise be developed in the forward knees l8 upon flexing the runners 2| during steering is avoided by means of the arcuate slots 3| which permit the knees 3 to pivot about the rivets 30. Pivoting of the knees I8 is also facilitated by virtue of the depressed portions 29 which minimize friction between the bench seats 23 and benches l4.

We have found that even in relatively rigidly constructed sleds, adequate bowing of the runners 2| for ordinary steering will result upon lateral flexing of the forward portions thereof, without providing for pivotal movement of the rear knees I!) or other portions of the rearward runner supports.

Furthermore, upon reducing the number of pivotal or sliding connections to the minimum consistent with customary steering requirements, and by avoiding play in the various junctures of the sled parts, the sturdiness and life of the sled will be materially increased. Accordingly, no provision is made to permit movement of the rear knees l9 except as permitted by their inherent resiliency. Slotted pivot holes are avoided at all pivotal junctures except as required at 28 and 42.

In accordance with the above specification and disclosures, we have provided a lightweight, sturdy and dependable sled which combines an improved structure with attractive design; which provides a snow shield integral with the steering mechanism with resultant safety, economies in construction and efficiency of operation; which provides adequate steering means operable with the minimum of effort utilizing a minimum of pivotal or sliding junctures; and which provides an improved knee of sturdy, lightweight and economical construction, cooperable with the steering means and providing the structural advantages of the arch in supporting the runners from the deck.

I claim:

1. In a sled having a pair of flexible longitudinal runners, a deck supported above said runners, rigid transverse benches aifixed to the bottom of said deck, and knees disposed between said benches and said run'ners; a steering means for said sled comprising a snow shield pivotally secured to said deck, two spaced handle members rigidly secured to said snow shield, a pair of arms pivotally secured to said snow shield at one end and to the forward portion of said runners at the other end for flexing said runners upon the pivoting of said snow shield; downwardly extending rivets mounted in the forward bench and extending downwardly therefrom for engagement with arcuate slots provided in the top of the forward knees, and means for pivotally attaching said forward knees to said forward bench to permit pivotal movement thereof to the extent permitted by said arcuate slots, said snow shield comprising a plate having its upper surface lying in a common plane with the upper surface of the deck and having the rearward edge thereof extending immediately adjacent the forward edge of the deck in any pivotal position thereof relative to the deck to form a forward extension of the deck of the sled, the forward edge of said snow shield forming the forwardmost portion of said sled.

2. A sled as claimed in claim 1 and further characterized in that said snow shield is pivotally attached to said deck at a point intermediate the ends of said deck and in that the forward edge of said deck and rearward edge of said snow shield are adjacent each other along edges essentially concentric about the pivotal attachment of said snow shield with said deck.

CARL W. SUNDBERG.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,041,982 Van Doren et al. May 26, 1936 2,105,633 Bowen Jan. 18, 1938 2,123,486 Mungen July 12, 1938 2,243,345 Kidder May 27, 1941 2,247,033 Oermann et al. June 24, 1941 2,289,426 Holbrook July 14, 1942 2,446,452 Benson Aug. 3, 1948 

